Speed-transformer.



S. ARCE.

SPEED TRANSFORMER.

APPLICATION FILED JUNE 27. 1911.

ammbo'c Patented July 9, 1918.

S. ARCE.

SPEED TRANSFORMER.

APPLICATION FILED JU-NEZI I917.

Patented July 9, 1918.

4 SHEETS-SHEET 3.

Show,

S. ARCE.

SPEED TRANSFORMER. APPLICATION FILED .IUNEZL 1911-.

1 ,27 1,828. Patented July 9, 1918.

4 SHEETS-SHEET 4.

m: mums m rns ca, ruow-' |ma.. WASNINGION, 0. c4

SANTIAGO ABC-E, F BUENOS AIRES, ARGENTINA.

SPEED-TRANSFORMER.

Specification of Letters Patent.

Patented July 9, 1918.

Application filed June 27, 1917. Serial No. 177,291.

To all whom it may concern:

Be it known that I, SANTIAGO Anon, citizen of the Argentine Republic, residing at No. 942 Brazil street, Buenos Aires, Argentina, have invented certain new and useful Improvements in Speed-Transformers, of which the following is a specification.

The present invention has reference to transmission mechanism; and it comprises, briefly, the provision of an improved mechanism of the general class or character specified which may be utilized as a direct coupling between motors, engines and other prime movers, and driven machinery of any character.

According to the invention, the improved transmission mechanism provides for an unlimited range of high and low speeds, while constantly keeping the motor at the most economical or effective speed, as well as permitting reversal of motion to be brought about readily and quickly and by means of simple, easilybperated controlling means, irrespective of the type of engine or motor, or of the machinery to be driven. Also, the improved mechanism is susceptible of being employed in industrial plants for direct coupling of high-speed engines, thereby facilitating the use engines and centrifugal apparatus. The mechanism further enables direct coupling and change of speed to be performed without interruption of operation, and in this connection is designed as a substitute for the differentials ordinarily used, particularly motor car brakes and clutch brakes, which also serve to control the speed, and the reversing gear, all of the operations effected by those parts being accomplished by the improved mechanism of the invention. Other and further objects and advantages will appear as the description proceeds.

A structural embodiment of the invention is illustrated in the accompanying drawing, wherein Figure 1 is a central, longitudinal sectional view, with parts in elevation, showing the invention in use.

Fig. 2 is a transverse, vertical section, taken on line 22, Fig. 3.

Fig. 3 is a side elevation of the structure shown in section in Fig. 1.

Fig. 4 is a fragmenta-l, vertical sectional view, showing a modification.

Fig. 5 is a ertical sectional view, show therein of turbines, electric mg a plurality of transmission devices coupled together in tandem.

Referring more particularly to said drawing, 6 and 7 indicate the two main shafts comprised in the apparatus and connected, respectively, with the motor, engine or other prime mover 8 and the machinery or work 9 to be driven. The shaft 6 may either be coupled directly to, or may itself constitute the motor shaft; and, similarly, the shaft 7 may either be coupled to, or may constitute, the main shaft of the driven machinery or work. In any case, however, the two shafts are arranged in endwise alinement, with a small space between their confronting ends wherein a set of anti-friction bearings 10 is disposed, said bearings being indicated diagrammatically in Fig. 1; and to prevent endwise shifting, said shafts are respectively provided with collars 11 and-12.

The driven shaft 7 has keyed to its inner end a gear 13, (Figs. 1 and 2), which meshes with one or more gears 14:, carried by and located between a pair of disks 15. In the construction illustrated, three of these gears lt, spaced at equal distances apart are shown, said gears being rotatably mounted on horizontal connecting crank pins 16, the ends of which are fitted in openings formed in said disks. The crank disks 15 are. formed with extended or relatively-long hubs 17 which project away from each other in opposite directions. The hub on the righthand crank disk fits loosely or rotatably over the inner end portion of the driven shaft 7 and terminates adjacent the collar 12; while the hub on the left-hand crank disk projects beyond the free end of said shaft, bridges the space betwe a the latter and the driving shaft 6 and extends a slight distance across the free end of said driving shaft, as represented in Fig. 1.

The three gears 14 mesh with an external annular gear or gear ring 18 (best shown in Fig. 2) fixed to the peripheral wall of the central sect-ion or member 19 of a cylindrical case, which incloses the afore-mentioned gears and disks and comprises, in addition to the central section 19, left and righthand sections 20 and 21, the three'sections 19, 20 and 21 being bolted or otherwise suitably fastened together. The central section 19 is turned inwardly at its opposite sides, and these iir-turned portions, which are indicated at 22 in l, encircle the crank Feathers w ave re ativ tary movement with respect thereto, the

confronting faces of the parts 22 and having anti-friction bearings 23 interposed between them. The leftand r ght-hand,

sections are substantially annular, and are so form e d as to serve as clutch. members, for cooperation with a pair of sliiftable clutch members 24 and 25 disposed, respectively, to left and right of the case. The end. portions of thecrank diskhubsl 17 project outwardly beyond the side-walls 22 of the caseandareeqnipped with disk-like enlargements 26 and ,27, which are also constructed :to ;function as clutches. The left hand, annular section, 20,? has its inner wall beveled or inclined to form aJclutch face, and, the disk 26 adjacent thereto also has a beveled edge face, the two beveled facesbeing; coaxial. and parallel with each other and disposed in spaced relation. The righthand section. 2.1 has a. much greater width th'anthe, section 20, and its inner portion is cylindrical, as shown, its outer portion 28 being, .atapered or, made frusto-conical to provide an internal-clutch face, which .is c0 aXialj=W1th thebeveled .ed'g'e face of the rightrhand disk27 and is disposed in spaced, parallel relation thereto.

The shiftablegcluteh members 24 aind 25 are provided at their inner ends with frusto conical, annular projections or tongues 29v and 3Q,'whic h are introdncedinto the spaces between the clutch faces .of the. parts 20' and 26,-al1d of the parts 28 and 27, respectively; these spaces being of suflicient ,width to enable a,- lateral orsli'ding movement of the clutch tongues therein, which will bring said tongues into. frictional engagement with either face alternatively or permit them to' remain out of engagement with both faces, accordingasniaybe desired. The left-hand clutch member 24 is keyed to the drive shaft 6,-to rotate therewith, and isshifted laterally in ,one direction or, the other, by a two'- arnred lever 31 fulc'rumedat the intersection ofits arms at 32 on a fixedsupport. or bearing 33,. the lower arm'of the lever being, fas: tened' tfo a yoke or ring 34 which encircles thev clutch The right-hand clutch member 25 :is-mounted onthev driven shaft 7, but is capable of =1 lateral shifting movement only, being held. against rotation by means of a pin or rod 35, which is fastened to the driven machinery 9 and projects loosely through an opening 36 .formed. through said clutch memheim-The.shifting movements of this clutch member 25- are effected .by a twoarmed lever 37, which is suitably fastened thereto: at its lower end at 40 and is ful crumedat 38. on a fixed support or bearing The ,fiISb TRLIHGCl,Glut-Ch member is directly operategl by hand, as will vbe apparent from the'foregoing ,1 but the second; or; rightv handcln'tch member, instead of being opera t ed ina similar manner, is connected with the first or main clutch in such a way that actuation of the lever 31 will produce a movement of both clutches simultaneously, the first clutch acting to couple the engine for either forward or reverse movement, and the second clutch acting to couplethe work and vary the speed at which the driven shaft is rotated. According to the construction shown, the connection between the two levers 31 and 37 comprises apairof rods .41 and 42 which cross each other intermediate their ends and are pivoted at their front ends to the lever- 31' at oppositesides of-its fulcrum 32, the rear ends of said rods acting against a pair of eXpansible controlling springs 43 and 44,.w'hich are connected to thelever 37 at opposite sides of its fulcrum 38,

In addition to the parts above described, the improved transmission mechanism'em-T bodies a pair of pedals 45 and 46, both of whichare connected to control the slidable, non-rotatable rear; clutch 25. These. pedals 45 a1'1d 46 are fulcrumed at 47 and 48 .on

fixed supports or bearings 49 and 50, respec-. tively, and are connected with the lever 37 below and above its fulcrum 38 byrods 51 and .52, which are rigid or non-yielding, in contradistinction to the spring-pressed rods 41 and 42. I

Theoperation, so far as the above description is-concerned, is substantially as follows :The hand lever 31, which directly controls ,the main clutch 24, has three definite positions, corresponding to neutral, forward and reverse. When inthe first position, the main clutch 24 is uncoupled both fro'mthe clutch disk 26and from the casing clutch ring 20, and thesecondary or aux iliary clutch 25 is similarly uncoupled from both, companion clutches 27 and 28. To produce. a forward rotary movementlof the work, the said lever 3 1 is pulled back from its neutral position into the position represented in Fig. 1, during which time the main clutch isshifted' forwardly, (to the left in Fig. 1.), thereby bringing the inner face of its clutch portion 29 into-frictional engagement with the face of-the clutch disk 26; This operation connects the power drive with the crank disks 15 which carry the planet gears 14, and said crank disks, and hen'cethe' said gears 14, are positively and directly driven from the drive shaft 6. At the same time that the main clutch24 is shifted in the :HIZLH'IIGP'jUSi', described, the secondary clutch 25 is-shifte'd to the right, (Fig. 1), so that its clutch portion'3O is en gaged with the clutch'face 28 on the righthand section 21 of thefcase. Consequently, since the said clutch 25 is incapable of rotating, its engagement with the case will lock the latter, and with it the gear ring 18 against rotation, A and the rotary driving movement of the planet gears will be transmitted directly to the central gear 13, which is keyed to the driven shaft 7 as previously stated, with the result that the said gear 13 and shaft 7 will be positively and constantly rotated at a definite speed which is proportionately greater than that of the drive shaft 6.

This speed may, however, be variably reduced by actuation of the pedal 45, such actuation producing a forward movement of the non-rotatable secondary clutch 25, with a resultant slippage between the parts 30 and 28 and, consequently, a corresponding slippage between the planet gears 14 and the ring gear 18. The movement of the lever 37, effected by the actuation of said pedal 45, entails no resultant movement of the main clutch 24 which remains in action, because of the yielding connections provided by the springs 43 and 44. Stoppage may be readily effected whenever desired by simply depressing said pedal far enough to first disengage the parts 30 and 28 and then engage the said part 30 with the right-hand clutch disk 27 thereby braking the two crank disks 15 and terminating the rotation of the central gear 13 even though the main clutch remains in active position. To abruptly stop the machine, it is necessary merely to move lever 31 forward to neutral position and then to fully depress pedal 45, the movement of the lever effecting simultaneous uncoupling of the two clutches, while the subsequent movement of the pedal brings the secondary or stationary clutch into engagement with the right-hand crank disk 27 with the result just stated.

Reversal of the direction of rotation is effected by moving lever 31 forward from its intermediate or neutral position, such movement causing a rearward movement of the main clutch 24 and a forward movement of the secondary clutch 25. The firstnamed clutch is thereby brought into binding engagement with the clutch face of the annular casing member 20, while the other clutch is engaged with that ofthe adjacent clutch disk 27, which latter, it will be recalled, is connected with one of the two crank disks 15 that carry the planet gears 14. It follows, therefore, that the motor is connected to directly and positively drive the ring gear 18, while at the same time the crank disks are locked against rotation and, in turn, hold the planet gears against traveling movement. The power drive is thus transmitted from the motor and the drive shaft 6 to the ring gear 18, and thence through the planet gears to the central gear 13 on the driven shaft 7, the latter turning in the opposite direction from that when the crank disks are driven. By depressing the other pedal 46, the speed at which the dri en shaft is now being rotated may be varied as desired, just as is possible in the case of forward drive by actuating the pedal ;-that is to say, the clutch part 30 of the secondary clutch may be loosened from its binding engagement with the clutch disk 27, so as to permitslippage therebetween, the speed decreasing as the amount of slip page increases, and vice versa. may be effected as in the first case, by moving lever 31 to neutral position and then setting up a braking action, in this instance by depressing pedal 46 and thereby shifting the non-rotating, secondary clutch into engagement with the clutch part 28; and may also be effected, as in the first case, by actuating pedal 46 to first disengage the clutch parts 30 and 27 from each other and then engage the former with the part 28.

It ,yvill be seen from the foregoing that the two pedals 45 and 46 serve to control the variation in speed, since they determine the amount of slippage between the clutch part 30 of the non-rotatable brake clutch 25 and the clutch parts 27 and 28, as has been explained. The same result may be obtained, moreover, with a three-position hand lever, which, accordingly, might be used in place of the pedals, as will be apparent. The control lever 31 may be used to effect either direct or reverse drive, as likewise explained above; but before reversing, it is advisable to depress the pedal 46, in order to commence the movement by degrees.

hen it is desired to run, with the motor uncoupled, utilizing the momentum of the moving parts, this can be effected by moving the lever 31 to neutral position, thereby disengaging both clutches, as previously explained; but the speed should be periodically decreased by depressing one or the other of the pedals, according to the direction in which the driven shaft is turning.

While none of the operations above described entails any risk of injuring either the engine or the transmission device, provided due care is observed, since the parts of the transmission render the motor almost automatically independent of the v driven shaft, and since the combined operation of the main and secondary clutches 24 and 25, effected by moving lever 31 from its rear to its front position, or vice versa, always applies the brakes automatically before coupling the motor, it is nevertheless advisable to make use of the usual brake that acts directly on the wheels, so as to avoid the imposition of excessive strains on the parts mounted on the driven shaft.

In case the invention is to be applied to machinery having a constant speed, its con struction can be materially simplified by omitting both the main and secondary clutch parts 24 and 25, and directly cou pling the left-hand clutch disk 26 in some suitable manner to the drive shaft 6, or its equivalent, while at the same time securing Stoppage the ring gear 18 and its case against motion; The'parts; carried by the driven shaft will then actsolely as a transmission device and Will exert, nobraking action Whatever, the said device serving: to'multiply the speed of the driven shaft with relation to that of the drive shaft. On the other hand, Where ithis desired to couple a motor or engine having a constant speed to variable-speed machinery, or vice versa, then the main clutch part 2 1 may beomitted as before, but the secondary clutch part will be retained, and a centrifugal regul l iQl' or governor 53 may be ,interposed bet\veen the right-hand clutch disk 27, Which is slightly modified, the said clutch 25 and connected to the latter, asrepresented in n such case, the spring .54 associated with the governor v'vil l' normally hold theclutch parts 30 and 28 engages; but when. the speed at which the dri'ten' shaft is being rotated becomes e5;- c'essive, then theiveighted' armsof the governor, flying outward, will pull the clutch 25 bodily '0" the left, thereby disrupting the engagement between the said parts 30' and 28' and, if the driven shaft has attained: a dangerously high speed, Will ultimately bring the clutch 25 into engagementivith the disk 27';

Finally, it possible in any case to couple together a plurality of the transmission devices together in tandem, \vhere eitherhighspeed' or low-speed machines are to be run,

an arrangement of this character being illustrated in Fig. 5 which shows three of said devices coupled together; In connecting up the parts according'to this arrangement, the central gear 13 of each device is keyed to the correspondin shaft section and, in addition, the left-hand crank disk 15' of each device also has a key mounting on its shaft section, so that one crank disk of each succeeding device is keyed to one shaft section, While the other crank disk is loose .on'th next section, the latter sector also havi g the central gear of the device keyed thereon. The case is heldagainst rotation in any suitable manner, and either end shaft section may be positively driven from the motor or other source of power, according as the speed is to be multiplied or reduced, Inthe construction illustrated, assuming that the left-hand shaft section 6 is the drivingelement, then power is transmitted from that section through the crank disk 15 thereon and the planet gears carried by said disk to thecentraligear 13 on the neXt section to the right 6 thence in the same Way through the lefthand crank disk of the second lQVice to thethird shaft section 6 and finally from said shaft section 6? to the fourth or right hand shaft section 6?. The reverse takes place hen the last-named sl1aft,, section 6f? constitutes the l driving part with the difierence, however, that the speed of the drivensection- 6 is greatly reduced, instead of increased; as compared with that of the driving section;

While the preferred embodiment of the invention has been illustrated, it is tov be understoodthat no limitation to the precise structural details thereof is contemplated. On the contrary, the invention is susceptible of substantial modification and change 1n the size, proportions and relative arrangement of its component parts Within its scope as pres'cribed by the appended claims.

I claim as my invention 1. In a variable speed transmission, the combination, With a drive'shaft and a driven shaft arranged in endWise alinement; of a gear fixed to the driven shaft; a planet gear in mesh therewith; a crank disk carrying said planet" gear and loosely mounted on said driven shaft; ring gear encircling said gears and meshing vith the planet gear; means for coupling the drive shaft to either said crank disk 0r said ring. gear to posi tively rotate the same; and means for simultaneously locking the uncoupled one of said elements in relatively-fiXedv position.

2.111 a variable speed transmission, the coinhination, ivith a drive shaft and a driven shaft arranged in endvvise alinement; of a gear fixed to the driven shaft; a planet gear in therewith; a crank disk carrying said planet gear and loosely mounted on said driven shaft; a ring gear encircling said gearsand meshing With the planet gear; a rotatable caseto Which said ring gear is internally ailixed, said case and said crank disk each having a clutch member connected thereto; and a member keyed to said drive shaft and having a clutch portion intermediate said clutch members to selectively engage either of them, to transmit the movement of said drive shaft either to said crank disk or to said ring gear.

I '3. In a variable speed transmission, the combination, ivith. a drive shaft and a driven shaft arranged in endvvise, alinement; of a gear fixed to the driven shaft; a; set of planet gears in mesh therewith a crank disk carrying. said planet gears and loosely mounted on said'driven shaft; a ring gear disposed eX- ternally of said planet gears and meshing 4;. In a variable speed transmission, the

combination, with a drive shaft and a driven shaft arranged in endWise alinement; of a gear fixed to thedriven' shaft; a planet gear in mesh therewith; a crank disk carrying sa-idplanet gear and loosely mounted on said driven shaft; a ring gear encircling said gears andjmeshingl vviththe lan'et gear; a rotatable to which said gear is gear loose on said ternally afiixed, said case and said crank disk each having a clutch member connected thereto; a clutch keyed to the drive shaft to selectively engage either of said clutch members; a brake operative selectively upon said ring gear and said crank disk; and means for simultaneously operating said clutch and applying said brake, to positively drive either said crank disk or said ring gear and lock the other in relatively-fixed position.

5. In a variable speed transmission, the combination, with a drive shaft and a driven shaft arranged in endwise alinement; of a gear fixed to the driven shaft; a planet gear in mesh therewith; a carrier for the planet gear loose on said driven shaft; a ring gear encircling said gears and meshing with the planet gear; means for coupling said drive shaft to either said carrier or said ring gear to positively rotate the same; a brake for holding the uncoupled one of said elements in relatively-fixed position; and applying means for operating said coupling means and said brake simultaneously.

6. In a variable speed transmission, the combination, with a drive shaft and a driven shaft arranged in endwise alinement; of a gear fixed to the driven shaft; a planet gear in mesh therewith; a carrier for the planet gear loose on said driven shaft; a ring gear encircling said gears and meshing with the lanet gear; means for coupling said drive shaft to either said carrier or said ring gear to positively rotate the same; a brake for holding the uncoupled one of said elements in relatively-fixed position; and means associated with the brake for effecting variable slippage between said brake and said uncoupled element.

7. In a variable speed transmission, the combination, with a drive shaft and a driven shaft arranged in endwise alinement; of a gear fixed to the driven shaft; a planet gear in mesh therewith; a carrier for the planet gear loose on said driven shaft; a ring gear encircling said gears and meshing with the planet gear; means for coupling said drive shaft to either said carrier or said ring gear to positively rotate the same; a brake for holding the uncoupled one of said elements in relatively-fixed position; means for operating said coupling means and applyingsaid brake simultaneously; and means associated with the brake for effecting variable slippage between said brake and said uncoupled element.

8. In a variable combination, with a drive shaft and a driven shaft arranged in endwise alinement; of a gear fixed to the driven shaft; a planet gear in mesh therewith; a carrier for the planet driven shaft; a ring gear encircling said gears and meshing with the planet gear; means for coupling said drive shaft to either said carrier or said ring gear speed transmission, the

to positively rotate the same; a brake for holding the uncoupled one of said elements in relatively-fixed position; and means connected with said brake to variably release it from said uncoupled gear so as to cause variable slippage between the latter and the brake.

9. In a variable speed transmission, the combination, with a drive shaft and a driven shaft; of a transmission gear system mounted on the driven shaft and including a member fixed thereto; means for coupling the drive shaft to said gear system to positively rotate the same; a brake operative upon said gear system; and means connected to 0p erate said coupling means and apply said brake simultaneously.

10. In a variable speed transmission, the combination, with a drive shaft and a driven shaft; of a transmission gear system mounted on the driven shaft and including a member fixed thereto; means for coupling the drive shaft to said gear system to positively rotate the same; a brake operative upon said gear system; a lever connected to operate said coupling means and apply said brake simultaneously; and a pair of pedals connected to shift said brake alternatively in one direction or the other independently of said lever.

11. In a variable speed transmission, the combination, with a drive shaft and a driven shaft; of a transmission gear system mounted on the driven shaft and including a member fixed thereto; means for coupling the drive shaft to said gear system to positively rotate the same; a shiftable, non-rotatable brake engageable with said gear system; and means for applying said brake and said coupling means simultaneously.

12. In a variable speed transmission, the combination, with a drive shaft and a driven shaft; of a transmission gear system mounted on the driven shaft and including a member fixed thereto; a clutch keyed to the drive shaft to rotate therewith; a non-rotatable clutch slidably mounted on said driven shaft, both clutches being movable into and out of engagement with said gear system; and means for operating both clutches simultaneously.

13. In a variable speed transmission, the combination, with a drive shaft and a driven shaft; of a transmission gear system mounted on the driven shaft and including a member fixed thereto; a clutch keyed to the drive shaft to rotate therewith; a non-rotatable clutch slidably mounted on said driven shaft, both clutches being movable into and out of engagement with said gear system; means for operating both clutches simultaneously; and means for operating the nonrotatable clutch independently of the firstnamed operating means.

H. In a variable speed transmission, the

combination, with a drive shaft and a driven shaft; of a planetary gear; system mounted on the drivenshaft and including a central gear which is fixed thereto; a-clutch keyed to the drive shaft :to rotate therewith and shiftable on said shaft into andlout of driving relation with one element of said gear system; a brake clutch mounted on the driven shaft for sliding movement into and out of engagement ,with one'element of said gear system to hold the same in relativelyfixedzposition; and means for operating'bo'th Clutches simultaneously.

15. In a variable speed transmission, the combinatiomwith a drive shaft andadriven shaft; of a planetary-gear system mounted on the driven shaft andincluding a central gear 'whieh is fixed thereto; a clutch keyed to the drive shaftto rotate therewithand shiftable on said shaftinto and out of driving-relationwith one element of said gear system; -a brake clutch mounted on the driven shaftfor slidingzmovement into and out of engagement with onerelement of said gear system -tohold the same in-relativelyfixed position; means for operating both clutches simultaneously; and means for operating :the brake clutch independently of the first named operating means.

16, In a variable speed transmission, the combination, with a drive shaft and a driven shaft; of a'planetary-gear system which is fixedthereto; a clutch keyed to the drive shaft to rotate therewith and shiftable on saidqshaft into and out of. driving relation with'one element o'frsaid gear system; a non-rotatable brake'clutch mounted on the driven shaft for sliding movement into and out-of engagement with one element of said gear systemto' holdthe same in relativelyfixed zposition and operating means fOI'SZllCl clutches.

I7. In a variable speedtransniission, the combination, with a drive sha'ftand a driven Shaft; of a planetary gear system mounted on the'driven shaft andlincluding a central gear which'isl fixed thereto; a clutchkeyed tothe drive-shaft-to rotate therewith and shiftable on said shaft into and out of driving relation with one. element of said gear "system; a non-rotatable brake clutch mounted on: the'd'riven shaft for sliding movement into and out of engagement with one. element of saidgearsystem. to'hold the same in relatively-fixed position; and means'for operating both clutches simultaneously.

18. In a variable speed transmission,the combination, with a drive shaft and a driven shaft; of a planetary gear system mounted on; the driven shaft and comprising a central geanfixed to said "driven shaft, a planet-gear in mesh therewith and an external 'gear encircling said central and planet goals; a pair of c0ncentric,-annular clntch'members disposed inspaced=relation and connected one-to the external gear and theothertothe planet gear; and a shiftable member keyed to the drive shaft to rotate therewith and having an annular clutch portion extending into the space between the first-named clutch members to engage one orthe other of-them or to assume a position out of engagement with both of them.

19. In a variable speed transmission, the combination with a drive shaft and a driven shaft; of a planetary gear system mounted onthe driven shaft and comprising a central gear fixed to said driven shaft, a planet gear in mesh therewith and an external gear encircling said central and planet gears; a pair of concentric, annular clutch:members disposed in spaced relation and connected one tothe external gear and the :other to the planet gear; ,a shiftable member keyed to the drive shaft'to rotate therewith ,and having an annular clutch portion extending into the space between the "first-named clutch members to engage one or the other of them orto assume a position out. of engagement with both of them; and a'brake operative to hold in relativelyfixed position either the external gear or the planet gear according asthe-clutch portion of the'l'atter or of the former is engaged by said shiftable member.

20. In a variable speed transmission, the combination, with a drive shaft and a driven shaft; of a planetary gear system mounted 011 the driven shaft and comprising a central gearfixedto said driven shaft, a planet gear invme'sh therewith and an ex ternal gear encircling said central and planet gears; a pair of concentric, annular clutch members disposed in spaced relation and connected one" to the external, gear and the other to .the planet gear; a shiftable memberkeyedto the drive shaftto rotate therewith and having an annular clutch portion extending into the space between the first-named clutch members to engage one For the other of them or to assumeaposition out of engagement with both ofthem and means for operating said shiftable clutch member and said brake simultaneously.

21. Ina variable speedtransmission, the combination, with a drive shaft and a driven shaft; of .a planetary gear systelnmounted on thedriven shaft, andcomprising a central gear fixed to said 'driven'shaft, a planet gear in mesh therewith and an external gear encircling said central. and planet gears; a pair of concentric, annular clutch members disposed in spaced relation and connected one to the external gear and the other to the planet gear; a shiftable member keyed to the drive shaft to rotate therewithandhaving an annular clutch portion-extending into the space between the first-named clutch members to engageoneor: the other. of them .or

to assume a position out of engagement With both of them; and means for effecting slippage between said brake and the part acted upon by it, to vary'the speed of the driven shaft.

22. In a variable speed transmission, the combinatiomwith a drive shaft and a driven shaft; of a planetary gear system mounted on the driven shaft and comprising a central gear fixed to said driven shaft, a planet gear in mesh therewith and an external gear encircling said central and planet gears; a pair of concentric, annular clutch members disposed in spaced relation and connected one to the external gear and the other to the planet gear; a shiftable member keyed to the drive shaft to rotate therewith and hav- Copies of this patent may be obtainedfor ing an annular clutch portion extending into the space between the first-named clutch members to engage one or the other of them or to assume a position out of engagement with both of them; means for operating said shiftable clutch member and said brake simultaneously; and means for efiecting slippage between said brake and the part acted upon by it, to vary the speed of the driven'shaft.

In testimony whereof I aflix my signature in presence of two witnesses.

SANTIAGO ARCE.

\Vitnesses C. C. TiRELLson, J UANTARBO VVHIRLEN.

five cents each, by addressing the Commissioner of Patents,

Washington, D. (2." 

